CN102483630A - Electronic flight control system for an aircraft capable of overing - Google Patents
Electronic flight control system for an aircraft capable of overing Download PDFInfo
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- CN102483630A CN102483630A CN2010800357023A CN201080035702A CN102483630A CN 102483630 A CN102483630 A CN 102483630A CN 2010800357023 A CN2010800357023 A CN 2010800357023A CN 201080035702 A CN201080035702 A CN 201080035702A CN 102483630 A CN102483630 A CN 102483630A
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D13/00—Control of linear speed; Control of angular speed; Control of acceleration or deceleration, e.g. of a prime mover
- G05D13/62—Control of linear speed; Control of angular speed; Control of acceleration or deceleration, e.g. of a prime mover characterised by the use of electric means, e.g. use of a tachometric dynamo, use of a transducer converting an electric value into a displacement
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/08—Control of attitude, i.e. control of roll, pitch, or yaw
- G05D1/0808—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft
- G05D1/0858—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft specially adapted for vertical take-off of aircraft
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/54—Mechanisms for controlling blade adjustment or movement relative to rotor head, e.g. lag-lead movement
- B64C27/56—Mechanisms for controlling blade adjustment or movement relative to rotor head, e.g. lag-lead movement characterised by the control initiating means, e.g. manually actuated
- B64C27/57—Mechanisms for controlling blade adjustment or movement relative to rotor head, e.g. lag-lead movement characterised by the control initiating means, e.g. manually actuated automatic or condition responsive, e.g. responsive to rotor speed, torque or thrust
Abstract
An electronic flight control system (1) for an aircraft (100) capable of hovering and having at least one rotor (102; 104). The flight control system (1) is configured to operate in a manual flight control mode, in which the flight control system (1) controls rotor speed in response to direct commands from the pilot; and in at least two automatic flight control modes corresponding to respective flight modes of the aircraft, and in which the flight control system (1) controls rotor speed automatically on the basis of flight conditions. The flight control system (1) is also configured to memorize, for each automatic flight control mode, a respective flight table relating different speed values of the rotor to different values of at least one flight quantity; and to automatically control rotor speed in the automatic flight control modes on the basis of the respective flight tables.
Description
Technical field
The present invention relates to a kind of electronic flight control system of the aircraft that is used for spiraling, specifically, relate to a kind of helicopter that is equipped with main rotor (rotor) and tail rotor, the present invention only relates to this helicopter through the mode of instance.
Background technology
Known helicopter comprises and interconnecting and main rotor and tail rotor through one or more engine rotation.
When being provided power, main rotor and tail rotor are operated in three scopes basically: normal (stablize) opereating specification, wherein rotor-speed (rpm) common given rated speed 96% and 102% between scope; Following opereating specification, wherein rotor-speed is usually between 90% and 96% scope; Last opereating specification, wherein the rotor-speed scope between 102% and 106% usually.Obviously, these speed of revolving are tell-tale, and wherein different helicopters have the opereating specification of different weight percentage.
Known such automatic system (for example described in WO 2008/48245), this system are used for reducing the noise that produced by helicopter through reducing main rotor and tail rotor speed.The noise that is produced by rotor increases along with the increase of speed (rpm) fast, and this automatic system is adjusted rotor-speed to help the pilot, thereby realized the low noise grade of expectation based on operating such as the parameter of flying height and speed and air themperature.
Summary of the invention
The applicant has been found that in order to ensure safe flight the autoelectrinic flight control system must lots of data.Under given environment and/or flying height condition, the switching that switches to high rotor-speed from low rotor-speed possibly cause helicopter out of hand, perhaps damages helicopter, and counter-rotating (reverse) is important too.Under inappropriate flying condition, reducing rotor-speed may cause helicopter irretrievably out of hand.On mode of operation; The electronic flight control system also is quite rigid (rigid); Because this control system according to the flight information of one or more types come to control automatically simply main rotor and tail rotor from high to low or speed from low to high switch, even and under critical condition this electronic flight control system also be inappropriate for the maximum task of flight control automatically that requires.In fact, only if meet specified conditions, this system only is confined to forbid the automatic switchover of (low rotor-speed) pattern from high noisy (high rotor-speed) pattern to low noise, and vice versa.
The scope that is used for personalized task and automatic flight control under the critical condition is therefore quite limited, and task description (mission profile) can not only effectively but also safely limit and robotization.
The applicant designs a kind of electronic flight control system thus, and this control system has realized safely and with high flexible, the mode speed of one or more rotors of controlling aircraft automatically that can adapt to task.
An object of the present invention is to provide a kind of electronic flight control system of the aircraft that is used for spiraling, this system is designed in order to eliminate the above-mentioned shortcoming of prior art.
According to the present invention, as defined in the appended claims, the electronic flight control system of the aircraft that is used for spiraling is provided; The aircraft of this electronic flight control system is equipped with; And the software that uses of the electronic flight control system that supplies this aircraft that is used for to spiral.
Description of drawings
Fig. 1 shows the block diagram according to an embodiment of flight control system of the present invention;
Fig. 2 illustrates the property relationship according to the different rotor-speed control models of an embodiment of the invention;
Fig. 3 shows the constitutional diagram different flight control patterns between changed of explanation according to one embodiment of the present invention;
Fig. 4 shows the constitutional diagram of between different flight control patterns, changing of explanation another embodiment according to the present invention;
Fig. 5 shows the database along with the rotor-speed of the variation of density altitude (density altitude) and flying speed that comprises in low noise flight control pattern automatically with the form of form;
Fig. 6 shows the database along with the rotor-speed of the variation of density altitude and flying speed that comprises in high-performance flight control model automatically with the form of form;
Fig. 7 shows the helicopter of the flight control system that is equipped with Fig. 1.
Embodiment
The professional the present invention described below with reference to accompanying drawings in more detail, so that can make and use the present invention.Like those of ordinary skill in the art obviously; Under the situation that does not depart from protection scope of the present invention of liking enclosed in the claim to be limited; Can change described embodiment, and described General Principle also can be applied in other embodiment and the application.Therefore, the present invention is not regarded as being limited to the embodiment that institute describes and explains, but must be consistent with the wideest protection domain that meets this paper description and principle that requires and characteristic.
Fig. 1 shows the block diagram according to the flight control system 1 of one embodiment of the present invention.Flight control system 1 is installed on the helicopter 100 (Fig. 7), and additionally, is set to control one or more engines 101 of helicopter 100, and this controls the speed of the main rotor 102 and the tail rotor 104 of helicopter 100 thereupon.
Flight control system 1 comprises pilot's control module 2; This module has formed the interface between pilot's (not shown) and the flight control system as a whole 1; And allow the pilot to start manual control model, perhaps start automatic control mode through starting automatic control module 6 through starting manual control module 4.
Flight control system 1 comprises known engine control or FADEC (engine control of full powers numeral) module 8, and this module generally includes EEC (electronic engine control device) or ECU (control unit of engine).The all properties aspect of the engine 101 of the helicopter 100 under the FADEC 8 control flight control systems 1.More specifically, the performance of engine 101 is controlled through the engine control module 10 that is connected to FADEC 8, and this engine control module forms the interface between FADEC 8 and the engine 101.
When starting; Manual control module 4 forms session interface (dialog interface); To guarantee that the instruction that the pilot imports is received by FADEC 8 exactly, said FADEC controls the operation (speed, power etc.) of engines thus through engine control module 10.
When starting manual control module 4, automatic control module 6 is just disabled, and the pilot has the control fully to helicopter 100.
When the pilot instructs pilot's control module 2 to start automatic control module 6; Manual control module 4 is disabled; And FADEC 8 receives by rate control module 12 and drips the instruction that produces automatically; Said rate control module comprises one or more storeies 14 of storing data, and rate control module 12 will be sent to the instruction (relevant with the desired speed of rotor 101,104 usually) of FADEC 8 through said memory identification.The data that are stored in the storer 14 can be at systematism in the database in being stored in storer 14 (for example, described with reference to Fig. 5 and Fig. 6 below).Rate control module 12 is connected to flight parameter control module 16; Be connected to a plurality of sensors 17 thereupon; Said a plurality of sensor is that flight parameter control module 16 provides: environmental data (for example, sea level elevation, ground distance, ambient temperature, atmospheric pressure); The data relevant (for example, performance, flying speed and direction, fuel flow) with the flying condition of helicopter 100; And with the load and/or the relevant data of weight situation of helicopter 100; Perhaps in addition, EGT.
More specifically, sensor 17 comprises: be used to obtain the environmental sensor module 18 of external data, said external data is such as being air themperature and/or atmospheric pressure and/or temperature conditions and/or wind-force and wind direction and/or pressure altitude (PA), etc.; Be used to measure the gravity sensor 20 (for example, wheel through measuring helicopter 100 on the ground or the gravity on the sled (skid) that rises and falls) of the gravity of helicopter 100; Be used to indicate the aspect sensor 22 (for example gps receiver and/or gyrostatic compass) in orientation and course; Be used for confirming the altitude gauge 24 of the height of helicopter more than ground level; One or more blade rotational speed sensors 26, this speed probe are used for confirming the speed of main rotor 102 and/or tail rotor 104; And the one or more collection location sensors (collective position sensor) 28 that are used for any power demand is sent to engine.Certainly, helicopter can be equipped with other sensor.
Density altitude also can obtain in known manner.
In one embodiment; Gravity sensor 20 also advantageously is designed to indicate the actual airflight gravity of helicopter 100; For example; Indication is because the reducing of the weight in-flight of the helicopter 100 that causes of fuel consumption, and perhaps indication is owing to the gravity increase of the helicopter 100 that awing people and/or cargo loading (is for example used the capstan winch (not shown)) and cause to helicopter 100.Therefore; Gravity sensor 20 is connected to the fuel level sensor (not shown); The weight that said gravity sensor obtains the residual fuel level and the residual fuel level is associated to or is converted into institute's consume fuel from said fuel level sensor (perhaps; Through calculating the loss in weight that said gravity sensor acquisition causes owing to fuel consumption).Gravity sensor 20 is also connected to another gravity sensor (not shown), and this another gravity sensor is connected to and is used for people or the cargo loading capstan winch to the helicopter 100, thereby obtains the people of loading and/or the weight of goods.Under the situation that does not have the sensor that is connected to capstan winch, the pilot can manually import weight, or the weight estimated of the people that is loaded on the helicopter 100 and/or goods.
Alternatively, flight parameter control module 16 is also connected to airborne device 38 (for example one or more video-unit), shows with the image that the data that obtained by the sensor are provided to the pilot.
Flight control system 1 also comprises the performance module 40 that is used to collect the data relevant with the performance (being aloft physical responses) of helicopter; And this performance module is connected to engine control module 10, flight parameter control module 16, and is connected to rate control module 12 through said flight parameter control module.Rate control module 12 also is connected to performance module 40 through robot pilot device 42 and flight control module 44.
The increase of rotor 102,104 speed makes the heading and/or the speed of helicopter 100 through rate control module 12 and/or highly changes.When spiraling, for example, robot pilot device 42, flight control module 44 and performance module 40 synergies to be keeping heading, and, if do not changed, also keep speed or height by the pilot.Owing to be known, therefore performance module 40, robot pilot device 42 and flight control module 44 are not described at length.At last, performance module 40 is connected to flight parameter control module 16, and said flight parameter control module will offer said performance module through the helicopter performance information by sensor 17 records and/or measurement.
Flight control system 1 also comprises the first and second control interface module 46,48 that rate control module 12 are connected to FADEC 8.FADEC 8 about the information of engine 101 current operation status (for example provides to the first control interface module 46; The control rate of engine speed, rotor 102,104 etc.), and said first control interface module this information is offered rate control module 12.In turn; Based on information from environmental sensor module 18, gravity sensor 20, aspect sensor 22, altitude gauge 24, blade rotational speed sensor 26, assembling position sensor 28 and the first control interface module 46; And from the helicopter performance information of performance module 40, rate control module 12 is communicated by letter with FADEC 8 via the second control interface module 48.More specifically, rate control module 12 is communicated by letter with FADEC 8 to set the rotating speed of main rotor 102 and tail rotor 104.FADEC 8 is sent to engine control module 10 with rotating speed thereupon, and said engine control module makes main rotor 102 and tail rotor 104 rotate with rate control module 12 desired speed via engine 101.
More specifically, flight parameter control module 16 will offer rate control module 12 by the information that sensor 17 obtains, and therefore said rate control module instructs the second control interface module 48 to increase or reduce the speed of rotor 102,104.Rate control module 12 is returned robot pilot device 42 provides the relevant information of and instruction to increase or to reduce the speed of rotor 102,104; So that robot pilot device 42 is via flight control module 44 and based on the performance of controlling helicopter 100 from the current helicopter performance information of performance module 40, so that heading remains unchanged.Perhaps awing, the pilot of helicopter 100 can select to be suitable for best the flight characteristics that plan target is described through pilot's control module 2 before taking off.For example, it is that cost makes sound level and/or the minimized offline mode of fuel consumption that the pilot can select with the performance, and perhaps selecting with sound level and fuel consumption is that cost makes the maximized offline mode of flying power.According to pilot's selection, rate control module 12 is automatically controlled engine 101 (to increase or to reduce the speed of main rotor 102 and/or tail rotor 104) in view of the above, alleviates the burden that the pilot makes the important decision of security aspect thus.
For example; Through starting automatic control module 6; The pilot can select between two kinds of patterns: a kind of pattern is designed primarily to the performance that makes helicopter 100 and has precedence over low noise and/or fuel consumption, and another kind of Design Pattern is that low noise and saving of fuel are preferential.High-performance is corresponding at a high speed with the rotor 102,104 of helicopter 100 usually, yet through the speed that the current gravity (depending on the load when taking off) with environmental baseline and helicopter 100 reduces rotor 102,104 adaptably noise and saving of fuel are minimized.In case selected offline mode, the speed control of automatically adaptive main rotor 102 of flight control system 1 and tail rotor 104 is so that as far as possible closely be consistent with pilot's order.
This not only has superiority in the normal flight operating process of helicopter 100, and more effective accident control is provided.For example; Under the atrocious weather condition; Speed through automatically regulating rotor 102,104 (for example, through at severe weather conditions or under extra high height, automatically gather way) flight control system 1 come assisting in flying person constantly, therefore improved security.
Pilot's control module 2 advantageously provides the selection of at least four kinds of operator schemes: two kinds of manual modes and two kinds of automatic modes.Two kinds of automatic modes comprise the first high-performance automatic mode and with so that the minimized second low performance automatic mode of noise, fuel consumption and emissions.
More specifically, first automatic mode is used to reduce fatigue stress and increases flight envelope (flight envelope).The flight envelope is based on that the key property of helicopter 100 limits; Limit based on indicated flying speed specifically; The demarcation of indicated flying speed (calibration) is known, but said flight envelope also limits based on the environmental baseline such as pressure altitude and external air temperature.
Two kinds of manual modes comprise first and second manual modes.
In first manual mode, only if rotor-speed is changed by the pilot, otherwise just be fixed as a percentages of given rated speed, for example 100%.
In second manual mode, likewise,, otherwise just be fixed on for example 102% percentages place only if rotor-speed is changed by the pilot.
Under this background; Manual operation mode is used to represent such operator scheme: wherein in whole flight envelope; The speed of main rotor 102 and tail rotor 104 keeps constant (100% or 102%) through FADEC 8, and does not consider flight parameter (temperature, flying speed, atmospheric pressure, helicopter gravity, pressure altitude, density altitude etc.) opereating specification and the torque range of engine controlled by the pilot, if surpass top scope, then requires the pilot as limiting in the reference flight handbook of helicopter 100, to operate.
In yet another aspect; Automatic operation mode is used for representing such pattern: wherein the speed of main rotor 102 and tail rotor 104 is limited by control law (being stored in the storer 14 of rate control module 12), limits optimum velocity at control law described in the whole flight course based on the flight parameter from flight parameter module 16.When first or second automatic mode is activated, the speed of rotor 102,104 (the per minute number of turns-rpm) change, with constant opposite states.
The pattern of selecting according to the pilot (first or second automatic mode); The rpm value that automatic control module 6 instruction speed control modules 12 send the rotor 102,104 that conforms to selected pattern for FADEC 8 (is generally said; Be high rotor rpm in first pattern, and in second pattern, be low rotor rpm).
From security consideration; Preferably; Only when helicopter 100 on the ground the time (this can for example confirm based on the gravity of being noted by gravity sensor 20); And if in the motor 101 that starts rear drive main rotor 102 and tail rotor 104 operation (100%o102%) in normal envelope, then first and second automatic mode is only bootable.Yet, even awing, the pilot still can select any pattern.
The relation aspect performance and rotor-speed control limit between first automatic mode, second automatic mode and the manual mode that illustrates of Fig. 2.
High-performance first automatic mode that is used to realize maximum possible flight envelope is represented by zone 50.The manual mode that is limited by the limit (such as the maximum gravity that takes off) jointly representes through the whole zones 52 that are included in the zone 50.
Second automatic mode of low performance, low consumption, low noise is through being completely contained in zone 54 expressions in the zone 52.In fact, second automatic mode has the additional limit with respect to manual mode, for example additional take off the gravity limit and the maximum rotor and the flying speed limit.
Fig. 3 shows two automatic modes of explanation top qualification in an embodiment of the invention and the constitutional diagram of the switching between two manual modes.In the example of Fig. 3, the switching between the state this means that not every state exchange all is allowed to, and has only the conversion from the low performance state to the high performance state to allow by being designed to guarantee that the condition of maximum flight safety controls.As described, if be necessary, the pilot obviously can not consider automatic flight control system and force any state from Fig. 3 to take office the what switching of its state.
Piloting engine before 101; Perhaps with any speed before taking off, the planned task of pilot can be selected any in the following pattern: first automatic mode (state A1), second automatic mode (state A2), first manual mode (state M1) and second manual mode (state M1).In case make a choice, then helicopter 100 just remains on state A1 or A2 or M1 or M2 after taking off, and makes from another instruction of pilot co-pending.
As described, state A2 is limited so that low noise and consumption are preferential aspect maximum performance (being used to represent the maximum rpm of rotor 102,104 here), and any variation of rotor 102,104 speed all is tangible for the pilot.More specifically; In the situation of stability line horizontal flight; Perhaps when spiraling, the change that the automatic change of rotor 102,104 speed that caused by environmental factor does not produce flying quality or direction, this is because robot pilot device 42 starts and notes the track that keeps stable.
State A2 is a low performance state, always can leave this state switching to another superior performance auto state, or to switch to manual state, and can not cause any safety problem.Therefore, according to pilot's selection, state A2 can switch to any state among state A1, M1, the M2.
In state A1, maximum performance (also being intended to represent the maximum rpm of rotor 102,104) is not limited, and is cost with low noise and consumption, and speed, response and power are preferential.A1 is an auto state, and any change of the speed of rotor 102,104 all is tangible for the pilot; And robot pilot device 42 all is acting in the whole process of state A1, and keeps stable track regardless of the variation of rotor 102,104 speed.
State 1 is maximum flight envelope state, because other state A2, M1, M2 can not guarantee identical performance that state A1 is guaranteed and therefore flight safety, and therefore can not exit status 1.
In the first manual mode M1, the speed setting of rotor 102,104 is the reservation value, for example 100%, like regulation in reference flight handbook (RFM).Yet under pilot's judgement, the reservation value can change, and the pilot has the control fully to helicopter 100.Only if pilot's instruction is arranged, otherwise the speed of rotor 102,104 can automatically not change along with the change of the gravity of environmental baseline and/or helicopter 100, and remains fixed in the value that predetermined value or pilot set.
In the second manual mode M2, the speed setting of rotor 102,104 is the reservation value that is higher than the first manual mode M1, for example 102%, like regulation in reference flight handbook (RFM).For example, when in the space of limitation, requiring pilot's the taking off or land of complex manipulation, the second manual mode M2 is suitable.Still in this situation, the speed of predetermined rotor can judge down the pilot and change, only and if by pilot's instruction, it is fixing that the speed of rotor 102,104 keeps.
State M1 can be switched to state A1 or M2 by the pilot.And the pilot can exit status M2, and still, in the embodiment that illustrates, state M2 only can switch to state A1, because other state can not be guaranteed identical with state M2 or more performance.
Fig. 4 show with respect to another embodiment of the invention with Fig. 3 in the similar constitutional diagram of constitutional diagram, and wherein identical state representes with identical reference marker, and do not describe further.Unlike the constitutional diagram among Fig. 3, the constitutional diagram of Fig. 4 provides any one and any one two-way switching in these states from state A1, A2, M1, M2.Yet the switching from high performance state (for example A1) to low performance state (for example A2) is limited by one or more conditions, and and if only if these conditions when all satisfying, flight control system 1 just allows the conversion of high performance state to low performance state.Even one of them condition unmet is only arranged, do not permitted the switching of high performance state yet, and kept high performance state to low performance state.
More specifically; Because relate to the speed that reduces rotor 102,104; So the gravity that a state from state A1, M1, M2 depends on helicopter 100 to the switching of state A2 is (as described; Through gravity sensor 20 records, and based on fuel consumption and the load of obtaining in-flight or losing and awing upgrade), said gravity must be below given predetermined threshold and about flying speed with highly estimate.
If do not relate to the speed that reduces rotor 102,104, then unconditionally allow switching from high performance state A1 to state M1 or M2.Reverse ground, this switching is limited by the estimation to the total force of helicopter 100, as when from one state A1, M1, the M2 to the switching of state A2.
In manual state (wherein the pilot has control completely to helicopter 100), can allow switching through the true intention of making switching of confirming the pilot simply from state M2 to state M1.Alternatively, perhaps additionally, can also check the gravity of helicopter 100, and and if only if gravity just allows switching when predetermined threshold is following.
(not shown) in another embodiment; Do not consider whether meet actual conditions (the for example gravity of helicopter 100); All allow the switching from the high performance state to the low performance state; But can not satisfy the fact of certain condition with the reminder alerting pilot advantageously for the pilot makes preparation, and leave the pilot for and determine whether switching state.
The flight envelope that in state A1 and A2 (first and second automatic modes), allows is divided into the operational zone, according to selected pattern, each in the said operational zone all with the given velocity correlation of rotor 102,104.
For example, the operational zone is stored in the database and is stored in subsequently in the storer 14 of rate control module 12.Concerning individual each automatic mode (state A1 and A2 among Fig. 3 and Fig. 4); One or more in the parameter of considering based on passing through (for example flying speed and height) value of supposing to visit clearly each memory location of associated databases, and said position is jointly estimated.
Fig. 5 shows the database that comprises the rotor-speed value that changes along with height and flying speed (horizontal axis) with the form of form, refers to density altitude (vertical axis) highly here.More specifically, the form of Fig. 5 relates to the operation of the rotor 102,104 in second automatic mode (the state A2 among Fig. 3 and Fig. 4), and low noise and minimum fuel consumption are in preferentially.
Through flying speed scope and all corresponding with the given speed of rotor 102,104 through each indicated operational zone of density altitude scope (that is each grid in the form).
As shown in fig. 5ly go out, at minimum value T
Min_s(for example, 0km/h) be worth T with first
1_sUnder the flying speed between (for example 93km/h), and at minimum value H
Min_s(for example, roughly-2000 meter) and the first value H
1_sDensity altitude place between (for example, roughly 5000m), rotor 102,104 is with 94% speed drive.Make flying speed remain on T
Min_sWith T
1_sBetween, but make density altitude be increased to the first value H
1_sMore than (but still at maximum allowable height H
Max_sIn (for example, roughly 6000 meters)), rotor 102,104 drives with 106% more speed.This is necessary from the reason of security, because for given control limit, low relatively flying speed and the rarefied air at high height place require the speed of rotor 102,104 to increase, to support helicopter 100 awing.As shown in Figure 5, at the first value T
1_sWith the second value T
2_sBetween higher flying speed (for example, 200km/h) under, and with identical before density altitude place, rotor 102,104 can be to drive than low velocity.That is to say, at T
1_sWith T
2_sBetween flying speed under, and at H
Min_sWith H
1_sBetween the density altitude place, rotor 102,104 is driven with 92% speed; And, flying speed is kept in the superincumbent scope, and makes density altitude be increased to the first value H
1_sWith maximal value H
Max_sBetween, rotor 102,104 is driven by the speed with 95%.
Flying speed is increased to T
2_sMore than require the speed of rotor 102,104 to increase accordingly.At minimum value H
Min_sWith intermediate value H
2_sBetween low-density height place (for example 2800 meters), and second the value T
2_sWith the 3rd value T
3_sBetween flying speed under (for example 260km/h), rotor 102,104 is driven with 96% speed.At identical density altitude place, but reaching maximum of T
Mas_sHigher flying speed (for example, 310km/h) under, rotor 102,104 is driven with 100% speed.(be worth T in high flying speed second
2_sMore than) down and at high density altitude (at intermediate value H
2_sMore than) locate, rotor 102,104 is driven with maximal rate-106% in described example.
Therefore, noise and fuel consumption can minimize under low flying speed and height, guarantee that meanwhile security and power (when needing) are to reach high flying speed and height.
As among Fig. 5 and shown in the top explanation, in the pre-arranged procedure, the variation of the speed of rotor 102,104 is carried out discretely with the variation of density altitude and/or flying speed, opposite with continuous mode.
Significantly; Switch to another speed from a speed of rotor 102,104 and comprise translate phase; Its medium velocity increases gradually with stepping profile (stair-step profile) or is reduced to desired value, and wherein the size of step-length scope begin and the target velocity scope 1% and 10% between.
In an embodiment of the invention, can control the variation of rotor 102,104 speed based on the parameter except flying speed and density altitude and based on environmental baseline.
In yet another embodiment of the present invention; The variation of rotor 102,104 speed can be controlled based on the parameter that is different from flying speed and density altitude; And more specifically control height, orientation, heading, air themperature, atmospheric pressure, weather condition and wind-force and wind direction on said flight amount indication aircraft flight speed, density altitude, pressure altitude, aircraft gravity, the ground level based on one, two or more flight amounts.
In an embodiment of the invention; List one or more in the parameter or substitute said parameter except top; Advantageously; The variation of rotor 102,104 speed is controlled based on the change of the weight in-flight of the helicopter 100 of self registering or pilot input (because the gravity losses that fuel consumption produces, or being loaded in the weight increase of carry-on people or goods awing).
The form of Fig. 5 obviously only is indicative, and can comprise more or operational zone still less.
That kind as shown in Figure 5 shows second database that comprises along with the velocity amplitude of the rotor 102,104 of the variation of height and flying speed (horizontal axis) with the form of form among Fig. 6, refers to density altitude (vertical axis) highly here.More specifically, the form of Fig. 6 relates to the operation of rotor 102,104 in high performance first automatic mode (the state A1 among Fig. 3 and Fig. 4).
In this situation, each operational zone is by indicating with corresponding flying speed scope of the given speed of rotor 102,104 and density altitude scope (being each grid in the form) equally.
At minimum value T
Min_p(for example, 0km/h) be worth T with first
1_p(for example, under the flying speed between 93km/h), and at minimum value H
Min_p(for example, roughly-2000m) be worth H with first
1_p(for example, the density altitude place between 5000m), rotor 102,104 is driven with 102% speed.Make flying speed remain on T
Min_pWith T
1_pBetween, but make density altitude be increased to the first value H
1_pMore than (but still at maximum allowable height H
Max_pIn (for example, 6000 meters)), rotor 102,104 is driven with 106% more speed.At the first value T
1_pWith the second value T
2_pBetween higher flying speed (for example, 200km/h) under, and with identical before density altitude place, rotor 102,104 can be to be driven than low velocity.That is to say, at T
1_pWith T
2_pBetween flying speed under, and at H
Min_pWith H
1_pBetween the density altitude place, rotor 102,104 is driven with 96% speed; And, flying speed is remained in the top scope, and makes density altitude be increased to the first value H
1_pWith maximal value H
Max_pBetween, rotor 102,104 is driven with 100% speed.
Flying speed is increased to T
2_pMore than require rotor-speed correspondingly to increase.At the second value T
2_pWith the 3rd value T
3_pBetween flying speed (for example, 260km/h) under, rotor 102,104 is driven up to the first density altitude value H with 100% speed
1_p, and be driven to the first density altitude value H with 102% speed
1_pMore than.
Under higher flying speed, at minimum value H
Min_pWith intermediate value H
2_pBetween low-density height (for example 2800m) locate, and the 3rd the value T
3_pWith maximum of T
Max_pBetween flying speed (for example, 325km/h) under, rotor 102,104 is driven with 102% speed.Under the flying speed in same range as, but at H
2_pWith H
1_pBetween more high density height place, rotor 102,104 is driven with 104% speed.At H
1_pWith maximal value H
Max_pBetween in addition higher density altitude place, rotor 102,104 is driven with the speed of maximum, is 106% speed in described example.
As among Fig. 5, the form of Fig. 6 can comprise operational zone much more more or still less, and the variation of rotor 102,104 speed can be based on controlling except flying speed and the parameter the density altitude and based on environmental baseline.For example; The variation of rotor 102,104 speed can be controlled based on the parameter that is different from flying speed and density altitude; And more specifically; Control (height, orientation, heading, air themperature, atmospheric pressure, weather condition and wind-force and wind direction on said flight amount indication aircraft flight speed, density altitude, pressure altitude, aircraft gravity, the ground level) based on one, two or more flight amount, perhaps be based on record in-flight or controlled by the Gravity changer of the helicopter 100 of pilot's input.
As shown in Figure 6 and described with reference to Fig. 5, in the pre-arranged procedure, the velocity variations of rotor 102,104 is carried out with the variation of density altitude and/or flying speed discretely, and is opposite with continuous mode.Significantly; In this situation; Equally; Switch to another speed from a speed of rotor 102,104 and comprise translate phase, its medium velocity increases gradually with the stepping profile or is reduced to desired value, and wherein the size of step-length scope begin and the target velocity scope 1% and 10% between.
Simultaneously referring to Fig. 5 and Fig. 6, flight parameter and environmental baseline information are preferably in fixing, predetermined time interval place acquisition.Reason from security; The automatic switchover of (operational zone shown in Fig. 5 and Fig. 6) is limited by consistency check (congruency check) to another operational zone from an operating area; Such as definite density altitude, ground distance, temperature, flying speed, rotor 102,104 present speeds, and said automatic switchover based on the target velocity of the information that is obtained and parameter, rotor 102,104 and during preset time the continuation of density altitude and flying speed situation.
The result of above-mentioned record must estimate about suitable margin tolerance and time variable gradient, gets into (kick in) the unsettled appetitive flight stage to prevent automatic system.
From an operational zone (promptly to another operational zone; Shown in form 5 and 6; From a rotor-speed to another rotor-speed) switching little by little take place with the step of subscribing; For example, rotor-speed is adjusted ± 1% so that velocity variations reaches 5%, and per second adjusts ± 2% so that velocity variations surpasses 5% with rotor-speed through per second.The given starting velocity and the target velocity of rotor 102,104, as long as the speed of rotor 102,104 is increased or reduce, the speed of rotor 102,104 just only remains between starting velocity and the target velocity.
At (as the time) under the situation that rotor-speed breaks away from engine speed fast when the automatic rotation status of entering; Must guarantee stable rotor control; Even so that under the situation of (idling flight (idle flight)) under zero power, said rotor control also can adapt to the velocity variations that is caused by external condition.Fig. 7 shows helicopter 100, and this helicopter comprises the main rotor 102 and tail rotor 104 that motor or the identical motor (in Fig. 7, only showing a motor 101) through separately drives; And comprise shown in Fig. 1-Fig. 6 and the flight control system 1 of explanation.
Alternatively, the helicopter among Fig. 7 100 can be the type of single rotor.
Advantage of the present invention will be clearly from top description.
Especially, system according to the present invention takes into account versatility and adaptability.The meaning of versatility is meant that the pilot can select all properties that is suitable for task description best of aircraft; And adaptive meaning is meant; In case select in the automatic offline mode; Aircraft just automatically makes rotor-speed adapt to current environmental baseline; Thereby ease pilot must continue the task of monitoring rotor-speed according to environmental parameter (especially in critical flying condition), has improved flight safety thus greatly.
Significantly, under situation about not deviating from, can change the system with explanation described herein like the scope of the present invention that in accompanying claims, limited.
Claims (12)
1. one kind is used for spiraling and to comprise at least one rotor (102; The electronic flight control system (1) of aircraft 104) (100); Said flight control system (1) is constructed to operate with following modes:
-manual flight control pattern, wherein said flight control system (1) is controlled rotor-speed in response to the direct instruction from the pilot; And
-at least two automatic flight control patterns, said at least two automatic flight control patterns are corresponding with the corresponding offline mode of said Fetion device, and wherein, said flight control system (1) is automatically controlled rotor-speed based on flying condition;
Said flight control system (1) is characterised in that also and is configured to:
-all store corresponding flight form for each pattern in the said automatic flight control pattern, said flight form is associated the friction speed value of said rotor with the different value of at least one flight amount; And
-in said automatic flight control pattern, come automatically to control rotor-speed based on corresponding flight form.
2. flight control system according to claim 1 (1), wherein, the value of said at least one the flight amount in each flight form is divided into a plurality of scopes, and each scope is relevant with corresponding rotor-speed value.
3. flight control system according to claim 1 and 2 (1) also is configured to automatically and controls the switching between the different rotor-speed values in the identical automatic flight control pattern with the stepping profile.
4. flight control system according to claim 3 (1), wherein, the scope of the size of the step-length of said stepping profile the span scope of the value of carry out switching 1% and 10% between.
5. according to each described flight control system (1) in the aforementioned claim, wherein, said automatic flight control pattern makes said aircraft in following pattern, fly:
-low noise and/or low fuel consumption offline mode; And
-high-performance flight pattern.
6. flight control system according to claim 5 (1), wherein, said high-performance flight pattern makes the maximization of flight envelope.
7. according to each described flight control system (1) in the aforementioned claim, wherein, said flight form is associated the different value of the different flight amounts with at least two of friction speed value of said rotor; And the value of said at least two the different flight amounts in each flight form is divided into a plurality of zones, and each zone is relevant with corresponding rotor-speed value.
8. flight control system according to claim 7 (1); Wherein, select the amount of height, aircraft gravity, orientation, heading, air themperature, atmospheric pressure, weather condition and the wind-force and the wind direction of said at least two different flight amounts on indication aircraft flight speed, density altitude, pressure altitude, ground level.
9. according to each described flight control system (1) in the aforementioned claim, also be configured to instruct the switching of automatically controlling between said two automatic flight control patterns in response to the pilot.
10. flight control system according to claim 9 (1) also is configured to launch or forbid the switching between said two automatic flight control patterns based on the in-flight gravity of said aircraft.
11. the software on the electronic flight control system (1) that can be loaded into the aircraft (100) that is used for to spiral and to comprise main rotor (102) and tail rotor (104); Said software design is for making when being performed, said electronic flight control system (1) be constructed to as in the aforementioned claim each said.
12. the aircraft that can spiral (100) comprises at least one rotor (102; 104), and according to each described electronic flight control system (1) in the claim 1 to 10.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| IT000079U ITTO20090079U1 (en) | 2009-06-10 | 2009-06-10 | SYSTEM FOR THE MANAGEMENT AND CONTROL OF THE SPEED OF ONE OR MORE ROTORS OF AN AIRCRAFT SUITABLE FOR FLYING AT A FIXED POINT |
| ITTO2009U000079 | 2009-06-10 | ||
| PCT/IB2010/001396 WO2010143051A2 (en) | 2009-06-10 | 2010-06-10 | Electronic flight control system for an aircraft capable of overing |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN102483630A true CN102483630A (en) | 2012-05-30 |
| CN102483630B CN102483630B (en) | 2014-03-05 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201080035702.3A Active CN102483630B (en) | 2009-06-10 | 2010-06-10 | Electronic flight control system for aircraft capable of overing |
Country Status (10)
| Country | Link |
|---|---|
| US (1) | US8989921B2 (en) |
| EP (1) | EP2440984B1 (en) |
| JP (1) | JP5543585B2 (en) |
| KR (1) | KR101652315B1 (en) |
| CN (1) | CN102483630B (en) |
| IT (1) | ITTO20090079U1 (en) |
| PL (1) | PL2440984T3 (en) |
| PT (1) | PT2440984E (en) |
| RU (1) | RU2529573C2 (en) |
| WO (1) | WO2010143051A2 (en) |
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Also Published As
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| RU2011154187A (en) | 2013-07-20 |
| KR20120037460A (en) | 2012-04-19 |
| JP5543585B2 (en) | 2014-07-09 |
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| US20120153074A1 (en) | 2012-06-21 |
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| WO2010143051A2 (en) | 2010-12-16 |
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| EP2440984A2 (en) | 2012-04-18 |
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| RU2529573C2 (en) | 2014-09-27 |
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| US8989921B2 (en) | 2015-03-24 |
| EP2440984B1 (en) | 2014-05-21 |
| KR101652315B1 (en) | 2016-08-30 |
| WO2010143051A3 (en) | 2012-01-05 |
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